Alternative Fuels for Gas Turbine and Jet Engines

Alternative Fuels for Gas Turbine and Jet Engines Professor Yeshayahou Levy Dr. Vladimir Erenburg, Dr. Valery Sherbaum, Dr. Vitaly Ovcharenko, Eng. Alexander Royzman, Bat-Chen Avraham Turbo & Jet Engine Laboratory Faculty of Aerospace Engineering, Technion, Haifa THE 13 TH (Bar Mitva) ISRAELI SYMPOSIUM ON JET ENGINES AND GAS TURBINES Thursday, November 6 2014 Turbo and Jet Engine Laboratory Technion – Israel

Alternative Fuels for Gas Turbine and Jet Engines: Overall Context MOTIVATION ENERGY § Finite resources & Rising fuel cost § Dependence & Security of supply Need for Alternative Fuels ENVIRONMENT (Global Warming) § Aviation accounts for 1. 6 % of global greenhouse gas emissions and is forecasted to contribute to 2. 5% of CO 2 emissions in 2050 THE 13 TH (Bar Mitva) ISRAELI SYMPOSIUM ON JET ENGINES AND GAS TURBINES Thursday, November 6 2014 Turbo and Jet Engine Laboratory Technion – Israel

CO 2 Emissions from Commercial Airlines Global Fuel Burn (Economic Model) 1600 1400 1200 1000 800 Source: IATA Aviation Carbon Model 1800 Frozen technology 5% p. a. (air traffic growth) Fleet replacement by new technology aircraft -1. 3% p. a. Better aircraft utilisation -0. 3% p. a. Operational measures -0. 1% p. a. Infrastructure measures -0. 2% p. a. Technology retrofits -0. 1% p. a. Biofuels -0. 7% p. a. Economic measures -2. 2% p. a. 600 400 • • 30 20 20 00 20 90 0 10 200 19 Million tones net CO 2 emissions 2000 This model comprises the benefits of all measures considered. Only under very beneficial conditions all of them will be realised. THE 13 TH (Bar Mitva) ISRAELI SYMPOSIUM ON JET ENGINES AND GAS TURBINES Thursday, November 6 2014 © 2009 IATA Turbo and Jet Engine Laboratory Technion – Israel

ALTERNATIVE FUELS § § For CO 2 reduction in Aviation - Biofuel (3 rd generation - algae) For security of the Power Industry Synthetic Fuels (methanol) THE 13 TH (Bar Mitva) ISRAELI SYMPOSIUM ON JET ENGINES AND GAS TURBINES Thursday, November 6 2014 Turbo and Jet Engine Laboratory Technion – Israel

Aero Propulsion: Bio Fuels Technical Issues to be resolved - Lubrication capabilities - Systems aggressive ? - Spray formation - Emissions 02/2008: Virgin Atlantic successfully flew from London's Heathrow airport to Amsterdam using a biofuel made of a mix of coconut and babassu oil. - Operability (Extinction, Altitude relight) - Freezing Point, Flash point THE 13 TH (Bar Mitva) ISRAELI SYMPOSIUM ON JET ENGINES AND GAS TURBINES Thursday, November 6 2014 Turbo and Jet Engine Laboratory Technion – Israel

Biofuels Characteristics § Made from plants or animal fat. § Organic compounds (C, H, O). § Biodegradable § Sources: Corn, soybeans, algae, jatropha, palm oil, coconut, babassu, vegetable oil and more. § Zero/low aromatic content § Zero/low sulfur content § reduced emission of pollutants: – Typically Lower, CO, PAH & soot. – Lower Toxic, mutagenic and carcinogenic materials THE 13 TH (Bar Mitva) ISRAELI SYMPOSIUM ON JET ENGINES AND GAS TURBINES Thursday, November 6 2014 Turbo and Jet Engine Laboratory Technion – Israel

Biofuel classification § Alcohol: short chained molecule (high O/C ratio), Oxygenated (R-OH), low calorific value (IC Engines) § Biodiesel: Fatty Acid Methyl Ester (long carbon chain), Oxygenated, higher O/C ratio, intermediate calorific value (Diesel Engines). § Bio SPK - Synthetic Paraffinic kerosene, 100% Paraffin, no aromatic, higher calorific value (Jet engines) THE 13 TH (Bar Mitva) ISRAELI SYMPOSIUM ON JET ENGINES AND GAS TURBINES Thursday, November 6 2014 Turbo and Jet Engine Laboratory Technion – Israel

Fuel composition Molecule type Normal and iso- Paraffin Cyclo-Paraffin Aromatics and Poly-aromatics Olefin Fatty Acid Methyl Ester (FAME) THE 13 TH (Bar Mitva) ISRAELI SYMPOSIUM ON JET ENGINES AND GAS TURBINES Thursday, November 6 2014 Kerosene Diesel Biojet (HRJ) Biodiesel 50 -65% 25 -50% 95. 1% 0% 20 -30% 20 -40% 4. 9% 0% 10 -20% 15 -40% 0% 0% 5% 0% 0% 0% 100% Turbo and Jet Engine Laboratory Technion – Israel

Kerosene and Biojet comparison Kerosene Biojet* Formula Molecular weight H/C ratio Hydrogen content (%mass) Density at 15°C (kg/m 3) Viscosity at-20°C (mm 2/s) Surface tension at 20°C (m. N/m) Aromatic content (v%) Lower heating value (MJ/kg) Flash point (°C) C 12 H 23 167 1. 92 13. 77 775 -840 Max. 8 23 -32 Max. 25 Min 42. 8 Min. 38 C 11. 93 H 25. 76 168. 92 2. 16 15. 25 765. 4 5. 11 24. 4 0 43. 8 49 Freezing point (°C) Auto-ignition temperature (°C) Max. -47 (Jet A-1, JP 8) 245 -41. 1 222 * Hydro-treated Renewable Jet (HRJ) - Dynamic. Fuels LLC. (2014) THE 13 TH (Bar Mitva) ISRAELI SYMPOSIUM ON JET ENGINES AND GAS TURBINES Thursday, November 6 2014 Turbo and Jet Engine Laboratory Technion – Israel

The combustor model Fuels tested: § § § kerosene Diese methanol biojet biodiesel Swirl Fuel injector THE 13 TH (Bar Mitva) ISRAELI SYMPOSIUM ON JET ENGINES AND GAS TURBINES Thursday, November 6 2014 Turbo and Jet Engine Laboratory Technion – Israel

Temperature profile Kerosene Φ=0. 64 Kerosene 0. 646 Bio-SPK 0. 642 Kerosene 0. 539 Bio-SPK 0. 539 THE 13 TH (Bar Mitva) ISRAELI SYMPOSIUM ON JET ENGINES AND GAS TURBINES Thursday, November 6 2014 Measured Exhaust temperature K 1025 1009 999 988 Measured Difference Δ=16 K Δ=11 K Adiabatic Flame Temperature K 1734 1717 1519 1508 Simulated Difference Δ=17 K Δ=11 K Turbo and Jet Engine Laboratory Technion – Israel

Emissions* Vol. Fraction ppmdv Kerosene Methanol Biojet generated higher NOx and lower CO and UHC Kerosene Methanol Kerosene Methanol NOx *normalized to 15%O 2 THE 13 TH (Bar Mitva) ISRAELI SYMPOSIUM ON JET ENGINES AND GAS TURBINES Thursday, November 6 2014 Turbo and Jet Engine Laboratory Technion – Israel

METHANOL - AN ALTERNATIVE FUEL FOR TRANSPORTATION AND INDUSTRY Considered as synthetic fuel & an immediate alternative fuel Pros: Availability (made of natural gas) Low cost, Can be transported & stored Good combustion properties Cons: Low energy density Can emit formaldehyde and Acrolein (toxic) Corrosive Low volatility THE 13 TH (Bar Mitva) ISRAELI SYMPOSIUM ON JET ENGINES AND GAS TURBINES Thursday, November 6 2014 Turbo and Jet Engine Laboratory Technion – Israel

METHANOL COMBUSTION Methanol has lower carbon content & lower combustion temperature and therefore has lower luminescence & lower radiation (than heavy oil) (ref: Dor Chemicals LTd. ) METHANOL THE 13 TH (Bar Mitva) ISRAELI SYMPOSIUM ON JET ENGINES AND GAS TURBINES Thursday, November 6 2014 HEAVY OIL Turbo and Jet Engine Laboratory Technion – Israel

Effect of fuel type on atomization the Steinen nozzle Methanol require twice as much fuel (& bigger fuel nozzle) as compared to kerosene for the same heat release. 6 bar 10 bar 90 51μm 80 14 bar 70μm SMD, micron 70 60 50 40 30 dk/dm=0. 735 20 10 0 -30 -20 -10 0 10 20 30 Radius, mm a) nozzle 1. 25 G/h (kerosene) THE 13 TH (Bar Mitva) ISRAELI SYMPOSIUM ON JET ENGINES AND GAS TURBINES Thursday, November 6 2014 b) nozzle 2. 75 G/h (methanol) Radial SMD distributions at the different inlet liquid pressures, 50 mm from the nozzle. Turbo and Jet Engine Laboratory Technion – Israel

EVAPORATION TIME Evaporation time ratio Vs. gas - liquid temperature difference for Kerosene and methanol corresponding to equal thermal power THE 13 TH (Bar Mitva) ISRAELI SYMPOSIUM ON JET ENGINES AND GAS TURBINES Thursday, November 6 2014 Turbo and Jet Engine Laboratory Technion – Israel

Evaporation rate [kg/s] (b) (a) methanol kerosene Evaporation rate [kg/s] of kerosene and methanol for equal thermal power; (a) – complete evaporation point for kerosene; (b) - complete evaporation point for methanol. THE 13 TH (Bar Mitva) ISRAELI SYMPOSIUM ON JET ENGINES AND GAS TURBINES Thursday, November 6 2014 Evaporation of kerosene and methanol fuel sprays in heated air stream 600 K & 800 K (for equal thermal power) Turbo and Jet Engine Laboratory Technion – Israel

IGNITION DELAY - CHEMKIN SIMULATION (Φ=0. 5, Tin = 1000 K, P=1 bar) Evolution of heat release for kerosene and methanol combustion Temperature K Variation of ignition delay with inlet temperature, kerosene – methanol At low temperatures, methanol - air mixtures burn slower THE 13 TH (Bar Mitva) ISRAELI SYMPOSIUM ON JET ENGINES AND GAS TURBINES Thursday, November 6 2014 Ignition delay Turbo and Jet Engine Laboratory Technion – Israel

CFD SIMULATIONS – swirl stabilized burner Narrow gap for cooling Fuel injector Core flow region THE 13 TH (Bar Mitva) ISRAELI SYMPOSIUM ON JET ENGINES AND GAS TURBINES Thursday, November 6 2014 Turbo and Jet Engine Laboratory Technion – Israel

The three different flow path lines through the combustor: core flow at the center of the burner flow through the swirl vanes flow the outer gap THE 13 TH (Bar Mitva) ISRAELI SYMPOSIUM ON JET ENGINES AND GAS TURBINES Thursday, November 6 2014 Turbo and Jet Engine Laboratory Technion – Israel

Droplet diameter evolution reactive condition Droplet diameter (μm) 100μm kerosene evaporation process is slower for methanol 0 0. 1 m 0. 2 m 0. 3 m THE 13 TH (Bar Mitva) ISRAELI SYMPOSIUM ON JET ENGINES AND GAS TURBINES Thursday, November 6 2014 Kerosene and methanol fuel sprays for equal thermal power Turbo and Jet Engine Laboratory Technion – Israel

CFD results - Contours of total temperature kerosene, Kerosene (Texit = 1493 K) methanol, methanol (Texit = 1439 K) 300 K Equal thermal power, EDM, single global reaction. THE 13 TH (Bar Mitva) ISRAELI SYMPOSIUM ON JET ENGINES AND GAS TURBINES Thursday, November 6 2014 2500 K KEROSENE AND METHANOL COMBUSTION FOR EQUAL THERMAL POWER INCOMPLETE METHANOL COMBUSTION (REQUIRES LONGER DISTANCE FOR COMPLETION) Turbo and Jet Engine Laboratory Technion – Israel

Mole fraction of formaldehyde methanol combustion Combustion model: EDC ( Li Mechanism - 18 species and 84 reactions) ( CH 2 O max = 3178 ppm, CH 2 O exit = 0. 014 ppm) THE 13 TH (Bar Mitva) ISRAELI SYMPOSIUM ON JET ENGINES AND GAS TURBINES Thursday, November 6 2014 Turbo and Jet Engine Laboratory Technion – Israel

Lengthwise temperature distribution (non insulated combustor) Kerosene Methanol • Methanol has larger fuel flow rate, longer evaporation & longer ignition delay. • Methanol flame is delayed and requires longer distances for its completion. THE 13 TH (Bar Mitva) ISRAELI SYMPOSIUM ON JET ENGINES AND GAS TURBINES Thursday, November 6 2014 Turbo and Jet Engine Laboratory Technion – Israel

NOx concentrations [ppm] (@15%O 2, non insulated combustor) Kerosene Methanol Due to lower combustion temperature, methanol combustion generates less NOx THE 13 TH (Bar Mitva) ISRAELI SYMPOSIUM ON JET ENGINES AND GAS TURBINES Thursday, November 6 2014 Turbo and Jet Engine Laboratory Technion – Israel

CO concentrations (@15%O 2, non insulated combustor) (a) Kerosene (b) Methanol Due to overall slower combustion process methanol requires larger distance to complete combustion THE 13 TH (Bar Mitva) ISRAELI SYMPOSIUM ON JET ENGINES AND GAS TURBINES Thursday, November 6 2014 Turbo and Jet Engine Laboratory Technion – Israel

Results and conclusions (biojet Vs. kerosene): · · · 100% paraffin, shorter C chain, higher H/C and consequently less CO and UHC Biojet has higher adiabatic temperature and consequently higher NOx Still very high cost. THE 13 TH (Bar Mitva) ISRAELI SYMPOSIUM ON JET ENGINES AND GAS TURBINES Thursday, November 6 2014 Turbo and Jet Engine Laboratory Technion – Israel

Results and Conclusions (biojet & methanol Vs. kerosene): · · · • • • Biojet is made of 100% paraffin, shorter C chain, higher H/C and consequently lower CO and UHC emissions. Biojet has higher adiabatic flame temperature and consequently emit higher Nox. Biojet has much high cost Methanol is an oxygenated molecule (CH 3 OH). For equal thermal power, methanol liquid flow rate is higher, evaporation takes longer time and it has shorter ignition delay. A as a result requires longer distances for its completion. Methanol has competitive cost More works should be performed to assure compatibility with regards to emissions (formaldehydes & acrolein) and operational limitations (LBO, radiative properties and more). Methanol is relevant for gas turbines (power stations) and as an emergency fuel for aviation, certain adaptation is requires in fuel storage & supply system. In some applications, dimensions have to be increased, else combustion will terminate as incomplete THE 13 TH (Bar Mitva) ISRAELI SYMPOSIUM ON JET ENGINES AND GAS TURBINES Thursday, November 6 2014 Turbo and Jet Engine Laboratory Technion – Israel

THANK YOU the Turbo and Jet Engine Laboratory THE 13 TH (Bar Mitva) ISRAELI SYMPOSIUM ON JET ENGINES AND GAS TURBINES Thursday, November 6 2014 Turbo and Jet Engine Laboratory Technion – Israel

KEELING A FLAMEABLE IDEA 30

Climate assessment Climate is perturbed much differently by individual species. CO 2 NOx Contrails water vapour no very Dependence on location Perturbation lifetime Decades Climate impact Decades THE 13 TH (Bar Mitva) ISRAELI SYMPOSIUM ON JET ENGINES AND GAS TURBINES Thursday, November 6 2014 O 3 weeks (CH 4 months) Decades hours Decades Ref: Volker Grewe DLR-Oberpfaffenhofen, Germany Troposhere (0~10 Km) - hours Stratosphere (10~50 Km) – months Decades Turbo and Jet Engine Laboratory Technion – Israel

TEMPERATURE DISTRIBUTION ALONG THE COMBUSTOR TUBE (insulated combustor) CFD SIMULATIONS EXPERIMENTAL RESULTS Φ=0. 5 Kerosene Φ=0. 5 Methanol THE 13 TH (Bar Mitva) ISRAELI SYMPOSIUM ON JET ENGINES AND GAS TURBINES Thursday, November 6 2014 Turbo and Jet Engine Laboratory Technion – Israel

Kerosene and methanol comparison, summarized results Equivalence ratio ER=0. 61 Combustion Model Wall Temp. , K T max, K T, K (average exit) NOx, ppm(exit) CFD. Kerosene. Non-adiabatic Experimental. Kerosene. Non-adiabatic CFD. Methanol. Non-adiabatic Experimental. Methanol. Non-adiabatic 850 2404 1452 45. 7 870 - 1430 55 THE 13 TH (Bar Mitva) ISRAELI SYMPOSIUM ON JET ENGINES AND GAS TURBINES Thursday, November 6 2014 (CORRECTED) 880 2340 1352 10. 6 823 - 1380 9. 5 (CORRECTED) Turbo and Jet Engine Laboratory Technion – Israel

“Cold” simulation results 1260000 cells C A D B 4 recirculation zones 2400000 cells 3 recirculation zones A B 11700000 cells C 3 recirculation zones Recirculation zone moves The 54 th Israel Annual Conference on Aerospace Sciences Velocity vectors colored by velocity magnitude, m/s Turbo and Jet Engine Laboratory Technion – Israel 34

Actual temperature estimation from thermocouple reading Twall Heat (energy) balance (1) Here Ttc * (For sphere in laminar flow) Re=183 λ=0. 12 W/(m·K) Nu=21. 2 Twall=943 K Prg=0. 57 Ttc=1423 K Prwall=0. 65 THE 13 TH (Bar Mitva) ISRAELI SYMPOSIUM ON JET ENGINES AND GAS TURBINES Thursday, November 6 2014 ε=0. 9 Solution of equation (1) gives Tg –Ttc ≈ 199 K Ref. : *I. L. Roberts et al. “Estimation of Radiation Losses from sheathed thermocouples”, Applied Thermal Engineering, 31 (2011), 2262 -2270 Turbo and Jet Engine Laboratory Technion – Israel

Evolution in Engines THE 13 TH (Bar Mitva) ISRAELI SYMPOSIUM ON JET ENGINES AND GAS TURBINES Thursday, November 6 2014 45% RE DUCT I O N Kg fuel/h Kg F Turbo and Jet Engine Laboratory Technion – Israel

New Aircraft Concepts (noise, drag, payload, speed) BLB configuration and Contra Rotating Open Rotor NACRE, Airbus (& partners incl. Ts. AGI) New Aircraft Concepts, 2005 -2008 HISAC, Dassault ( & partners incl. Sukhoi Environmentally Friendly High-Speed Aircraft 2005 -2009 Low Sonic Boom Family THE 13 TH (Bar Mitva) ISRAELI SYMPOSIUM ON JET ENGINES AND GAS TURBINES Thursday, November 6 2014 Turbo and Jet Engine Laboratory Technion – Israel

If we don’t do any thing then…. THE 13 TH (Bar Mitva) ISRAELI SYMPOSIUM ON JET ENGINES AND GAS TURBINES Thursday, November 6 2014 Turbo and Jet Engine Laboratory Technion – Israel

Flight Path 2050 Vision, (propulsion perspective) § 75% reduction in CO 2 emissions per passenger kilometre (cf. ATAG target). § 90% reduction in NOx emissions. § 65% reduction of the perceived noise (Reference: 2000). § Aircraft movements are emissionfree when taxiing. 2050 THE 13 TH (Bar Mitva) ISRAELI SYMPOSIUM ON JET ENGINES AND GAS TURBINES Thursday, November 6 2014 Turbo and Jet Engine Laboratory Technion – Israel

Propulsion: Alternative Fuels Interchangeable with Kerosene - Synthetic Fuels XTL (GTL, BTL, CTL) (Gas-to-liquids, Biomass-to-liquids, Coal-to-liquids) - Kerosene blended with Bio-fuels BTL Environmental Issues • Overall C 02 balance (production - consumption cycle > 0) • Bio-Fuels: but no competition with land for food production 07/2011: American Society for Testing and Materials (ASTM), International certifies blend of plant oil & animal fat • 3 rd generation: from algae, biomass Economic and Regulatory Issues - Industrial production - Worldwide availability - Business case Certification ETS (Emissions Trading Scheme) THE 13 TH (Bar Mitva) ISRAELI SYMPOSIUM ON JET ENGINES AND GAS TURBINES Thursday, November 6 2014 KLM Boeing 777 -200 at the gate at JFK Int. Airport, NY. . First flight from Amsterdam. Biofuel made from processed frying fat. March 8 2013, (Courtesy: Boeing) Turbo and Jet Engine Laboratory Technion – Israel